Insulated railway crossing and frog



Nov. 24, 1931. s. w. BALKWILL I INSULATED RAILWAY CROSSING AN D FROG Filed March 24, 1930 5 Sheets-Sheet l Nov. 24, 1931. s. w. BALKWILL 1,333,063

INSULATED RAiLWAY CROSSING AND FROG Filed March 24, 1930 3 Sheets-Sheet 2 5 29 6 INVENTOR.

fife 371,612 347% 2027.

BY 30 m NEW A TTORNE 5 Nov. 24, 1931. s. w. BALKWILL INSULATED RAILWAY CROSSING AND FROG Filed March 24, 1950 5 Sheets-Sheet 3 I N VEN TOR.

' ATTORNEYS Patented Nov. 24, 1931 PATENT OFFICE STEPHEN WARD BALKWILL, F CLEVELAND HEIGHTS, OHIO V INSULATED RAILWAY CROSSING AND FROG Application filed March 24, 1930. Serial No. 438,331.

My invention relates, as indicated, to insulated railway crossings and frogs and has specific reference to the construction of the approach of the crossin 's or frogs and their associated rail supporting and insulating means whereby the rail is rigidly supported and insulated from the body of the crossing or frog. For the purposes of this explanation my invention will be described as ap- H plicable to a so-called railway crossing, at

though it is to be understood that the principles thereof are equally applicable to frogs and the like.

The insulation of the rails from the crossings, which is necessary as in railroad signal Work, has heretofore been'accomplished by interposing a flat sheet of insulating material between the adjacent ends of the rails at a joint removed from the crossing. With this type of construction a relativelyflong section of track is uninsulated making it possible for a small car to be positioned on the crossing without affecting the'signal blocks. It is necessary therefore, in order to reduce to a minimum such a dead section, to have the insulation between the rail and the cross ing, that is between the rail and the track which crosses the rail, as near to the point of crossing as possible.

Several forms of construction have here tofore been employed in connection with the approaches of the crossing whereby insulating material has been sought to be introduced between the rail and the approach of the :5 crossing. These constructions have been undesirable due to the fact that such insulating material has been made to conform to the contour of the rail and simply interposed between the sides and end of the rail and the means whereby the rail is supported in the the insulating material may be employed in connection with the approach of the crossing, thereby reducing the dead area of the track and also having such insulating material formed of flat elements which shall have none of the undesirable features of the insulating material as made to conform to the contour of the rail and its associated supporting means. Other objects of my invention will appear as the description proceeds.

To the accomplishment of the foregoing and related ends, said invention, then, consists of the means hereinafter fully described and particularly pointed out in the claims, the annexed drawings and the following de scription setting forth in detail certain mechanism embodying the invention, such disclosed means constituting, however, but one of various mechanical forms in which the principle of the invention may be used.

In said annexed drawings Fig. 1 is a plan view of a crossing embodying the principles of my invention; Figs. 2, 3 and 4 are transverse sectional elevations of the approach of the crossing illustrated in Fig. 1 taken on planes respectively indi cated by the lines 2--2, 33 and %4; Fig. 5 is a perspective view of one form of the insulating elements shown in assembled relation; Fig. 6 is a perspective view of another form of the insulating elements shown in dis assembled relation; Fig. 7 is a fragmentary transverse sectional View of a portion of the approach of the crossing showing one form of the means for securing the insulation and bed plate in such approach; Fig. 8 is a fragmentary elevational view of the terminal portion of one of the approaches of the crossing showing an alternative form of means for securing the insulation and bed plate in such approach; Fig. 9 is a fragmentary sectional plan view of the construction shown in Fig. 8 taken on an plane substantially indicated by the line 9-9; Figs. 10 and 11 are respectively alternative forms of crossing construction; and Figs. 12 and 13 are respectively transverse sectional elevations of the approaches'of the crossings as shown in Figs. 10 and 11 taken on planes substantially indicated by the line 12-12 and 13-13.

Referring more specifically to the drawings and more especially to Fig. 1 and other figures in which like ordinals are employed to designate like parts, the crossing here shown for purposes of illustration is of the articulated type, that is, a crossing which consists mainly in U-shaped elements 1, angle corner elements 2 and knee braces 3, these elements being suitably rigidly interconnected and secured by means of bolts 4 as shown. It will be noted in connection with the crossing here shown for purposes of illustration that the principles of my invention are equally applicable to forms of cross ings and frogs other than the type here illustrated, and further that the crossing, in order to utilize the principles of my invention, need not of necessity be of the articulated type as here shown.

The approaches of the crossing, and I prefer to use the word approach in connection with that portion of the crossing which receives the rail and which may be the port-ion by which the train wheels either enter upon or leave the crossing, are here shown formed by the legs 5 and 6 respectively of the U-shaped elements 1 and the angle corner members 2, which legs 5 and 6 have recesses formed in the terminal portions thereof in the manner hereinafter more fully explained. It will be noted in connection with the particular construction illustrated in Fig. 1 that the lateral faces of the legs 5 have longitudinally tapered slots or grooves 7 formed therein which extend axially of the approach from a vertical line indicated at 8 and that the lateral faces of the. legs 6 have complementally tapered flanges 9 extending longitudinally thereof from a like line as at 8. The formation of the tapered grooves 7 and their complementally engaging flanges 9 will be more readily understood with reference to Figs. 3 and 4 which show in sectional elevation the inter-engagement of these parts whereby the several crossing elements are interconnected.

The legs 5 of the U shaped elements 1 are terminally formed into one element of a rail receiving aperture, which consists of a sul stantially vertical element 10 formed integrally with the base which has laterally extending flanges 11 and 12. The leg 6 is terminally formed with an element of a rail receiving aperture which consists of a vertical element 14 which has integrally formed therewith at its lower edge laterally extending flanges 15 and 16. It will be noted that the inner face 13 of the element 10 converges outwardly from the line 8, while the inner face 17 of the element 14: extends substantially parallel to the axis of the rail so that a wedge block 18 may be employed to rigidly secure the rail in the approach when the U shaped elements 1 and the corner angle elements 2 are bolted together, as shown on the left 111 F 1g. 1.

When the rail 19 is positioned in the rail receiving aperture, a filler member 20 is positioned on the web of the rail intermediately of the ball 21 and the base 22 thereof, which filler element 20 extends longitudinally for substantially the full length of the rail receiving aperture and has its outer face flat for the purpose of obtaining greater bearing area as hereinafter explained. The inwardly directed flanges 11 and 16 when the crossing is assembled may have a bedlplate 23 positioned thereon to more evenly transmit the load of the rail to the legs 5 and 6 and also to present a solid foundation for the insulating material.

ll ith the approach of the crossing formed with a rail receiving aperture in the manner just described flat sheets of insulating material as 2 25, 26 and 27 may be employed to insulate the rail from the body of the crossing. This insulation may take the form, as illustrated in Fig. 5, in which the side elements 2% and 25 have apertures 28 formed therein, which apertures register with the bolt receiving apertures formed in the elc ments 10 and 14 for the reception of securing bolts 4. The securing bolts 4-, vhich pass through the rail receiving aperture, have here shown coaxially mounted thereon a sleeve of insulating material. 29 which insulates the rail and its associated supporting means 18 and 20 from the side members 10 and 14.

In order to secure the bed plate 23 and the insulating element 26 in the. approach and prevent the same from axial displacement due to the impact of the train wheels. I may have the flange members 11 and 1 formed with apertures 30, as indicated in Fig. 7, which apertures support a pin or dowel 31 which extends upwardly from the flanges, passes through an aperture formed therefor in the bed plate 23, and may ex tend into or through the apertures 32 formed therefor in the insulating member lV hen a metal current conducting dowel 31 is eznployed. the dowel will extend only a short distance into the member 26 so as not to contact with the rail base 22 and produce a short circuit between the rail an d the crossing. However. a dowel of die ectric material may be employed. in which case such dowel may pass through the aperture as indicated in Fig. 7, without short-cireuit ing the rail.

Another form of insulation and bed plate retaining means is illustrated in Figs. 8 and 9, in which ribs 33 are formed on the flanges 11 and 16. which ribs extend upward y for a suliicient distance to engage the bed plate 23 and the insulating element 26 and prevent axial displacement thereof during the life of the crossing. Fig. 0 shows fragmentarily the several elements of the cro approach, as illustrated in Fig. 8, and

in plan view the ribs 33 which are utilized to maintain in assembled relation the several elements.

A preferred means of maintaining the insulating elements 24, 25, 26 and 27 in assembled relation in the rail receiving aperture is illustrated in Fig. 6 in which the elements 24 and are shown with projections 34 formed integrally with the edges thereof, which projections are engaged when the elements are assembled by the apertures 35 formed therefor in the elements 26 and 27. When this form of construction is employed, the side members 24 and 25, which are secured in the rail receiving apertures by means of the bolts 1, prevent the element 26 from moving axially of the rail and also prevent the element 27 from rising in the terminus of the rail receiving aperture. When the interengaging construction, as illustrated in Fig. 6, is not employed. that is, when the insulating elements are in the form illustrated in Fig. 5, the vertical movement of the element 27, which is interposed between the terminal of the rail and the rail receiving aperture, may be prevented by a boss formed at 36, as illustrated in 1, which boss is of such height as to project for a short distance into the member 27 and insure against the displacement of such member.

As most clearly shown in Figs. 10 and 11, the principles comprising my invention are applicable to crossings other than the articulated form illustrated in Fig. 1, in Fig. 10 the crossing consisting of integrally formed members having intersecting grooves or fiangeways 11 formed in the upper face thereof. in this form of construc tion the approach being construtced in the manner most clearly illustrated in Fig. 12. When the type of construction is employed as illustrated in Figs. 10 and 12. the vertically extending element 10 has integrally formed therewith at its lower edge flanges 12 and 11, the latter flange extending laterally from the member 10 for a distance considerably greater than the lateral extension of the flange 11 from the member 10. In this form of construction the member 10 is formed integrally with the body of the crossing and is not a portion of a separable U shaped element as 1. The element 42 which forms the opposite wall of the rail receiving aperture in this particular form of construction is shown separable and is secured to the body of the crossing by means of bolts as 4. A rigid construction of the member 42 with respect to the body of the crossing is insured by a knee brace 43 which is shown tapered and engaged by a complementary groove in the body of the crossing unit. In this form of construction the inner faces 44 and 45 and the bottom 46 of the rail receiving apertures are flat surfaces to receive flat sheets of insulating material in the manner described in connection with the form of construction illustrated in Fig. 1 and as sociated detail views. For purposes of clarity in description, similar elements such as the rail supporting means and the insulating elements are given ordinals like those in connection with Fig. 1, so a further description of this form of construction is deemed unnecessary.

In Fig. 11 is shown a crossing construction which I prefer to term the solid type, wherein the approach 17 is formed with a rectangular rail receiving aperture on the upper face thereof, which aperture is laterally bounded by the vertical elements 18 and 19 and receive the rail 19 and its associated supporting and insulating means in a manner similar to that described in connection with the two previous forms of construction so that like ordinals will be employed to designate like parts and no further detailed description thereof given. It will be noted in connection with the constructions illustrated in Figs. 10 and 11 that in order to reduce the drawings necessary to disclose these constructions, I have illustrated only one fourth of each type of crossing. Sufiice it to say that theseveral quarter elements will be interconnected by means of knee braces as 50 so that a full showing of each crossing is believed unnecessary.

In connection with Fig. 1 and its associated detail views, it will be noted that the crossing approaches, and more especially the rail receiving apertures, are what might be termed respectively right and left-hand connections, and while I have described in de tail that approach shown in the lower righthand corner of Fig. 1, the numerals applicable thereto may be associated with any other quarter of the crossing, providing allowance is made for right and left-hand construction as indicated. It should be noted in connection with the above description that the elements of insulation interposed between the rail and its associated supporting means and the faces of the rail receiving aperture that such elements of insulation have been referred to as flat elements. However, such elements, instead of having plain flat faces may have serrations thereon, which serrations may or may not be engaged by complementary serrations formed on the faces of the rail receiving apertures.

It may be possible to employ serrations of sufi'icient magnitude in connection with the insulating elements and the contiguous faces of the rail receiving aperture in order to maintain such elements in assembled relation with the elements comprising the rail supporting means. Furthermore, it should be noted that such serrations may be so formed that an insertion of the insulating elements in their proper position in the rail receiving apcrture may be effected without the removal from such aperture of the rail. 110wevcr, I prefer to employ flat sheets of insulating material due to their relatively low cost and the relative ease with which such flat elements may be inserted either laterally or axially into the rail receiving aperture. In connection with the above description the utilization of the elements of insulation as described between the rai supporting means and the sides of the rail. receiving aperture insures a construction vhich, from the standpoint of the length of time which the crossings may be used, is considerably greater than that with any forms of construction heretofore employed and, further, a construction is possible having all of the desired characteri.--- cs and which is available at a. relatively low cost.

ther modes of applying the principle of my invention may be employed instead of the one explained. change being made as regards the mechanism herein disclosed, provided the means stated by any of the follow ing claims or the equivalent of such stated means be employed.

I therefore particularly point out and distinctly claim as my invention 1. In a railway crossing, the combination of a. rail receiving aperture, a rail supported in said aperture, and means insulating said rail from said cros said means insertable laterally in said aperture without the removal tl'ierefrom of said rail.

2. In a railway crossing, the combination of a rail receiving aperture, a rail and associated supporting means positioned in said aperture, and elements of insulating material insertable laterally and axially in said aperture between said rail and the faces of said aperture, when said rail and associated means are in position in said rail-receiving aperture.

In railway crossing, the combination of rail receiving and supporting means associated with said *rossing and joined thereto by contiguous flat faces, and sheets of insulating material having interen gaging edges interposed between said contiguous flat faces.

4:. In railway crossing, the combination of rail receiving and supporting means associated with said crossing and joined thereto by contiguous fiat faces, sheets of insulating material interposed between said contiguous flat faces, and insulated retaining means extending transversely through said rail and its associated supporting and. insulating means.

In a railway crossing, the combination of rail receiving apertures formed in the approaches of the crossing, said apertures having flat sides, rail supporting means having flat outer faces interposed between the rails and the sides of said apertures; and flat elements of insulating material interposed between the respective fla t faces of said supporting means and the sides of said apertures.

6. In a railway crossing, the combination of rail receiving apertures formed in the approaches of the crossing, said apertures having flat sides; rail supporting means having fiat faces opposite their rail contacting faces interposed between the rails and the sides of said apertures; and fiat elements of insulating material. interposed between the respective flat faces of said supporting means and the sides of said apertures.

7. In a railway crossing, the combination of rail receiving apertures formed in the approaches of the crossing, said apertures hav ing flat sides; rail supporting means having tlal outer faces interposed between the rails and the sides of said apertures; elements of insulating material having flat faces interposed between the respective flat faces of said st pporting means and the sides of said apertures; and securing means maintaining in assembled relation said several elements.

8. In a railway crossing, the combination of rail receiving apertures formed in the approaches of ti o crossing, said apertures having flat sides; rail supporting means having flat outer faces interposed between the rails and the sides of said apertures; elements of insulating material having flat faces and inengaging edges interposed between the respective flat faces of said supporting means and the sides of said apertures; and securing means maintaining in assembled relation said several elements.

9. In a railway crossing, the combination of rail receiving apertures formed in the approaches of the crossing, said apertures having flat sides; rail supporting means having flat outer faces interposed between the rails and the sides of said apertures; elements of insulating material having flat faces and in terengaging edges interposed between the respective fiat faces of said supporting means and the sides of said apertures; and means extending transver. ely through said appreach and engaging said rail and associated elements maintaining the same in assembled relation.

10. In a railway crossing, the combination of rail receiving apertures formed in the approaches of the crossing, said apertureshaving flat sides; rail supporting means having fiat outer faces interposed between the rails and the sides of said apertures; a rail supporting plate in the bottom of said receiving aper tures; elements of insulating material having flat faces interposed between the respective flat faces of said supporting means and the sides of said apertures and between said rail and said supporting plate; and securing means maintaining in assembled relation said severalelements.

11. In a railway crossing the combina tion of rail receiving apertures formed in the approaches of the crossing, said apertures having flat sides; rail supporting means having fiat outer faces interposed between the rails and the sides of said apertures; a rail supporting plate in the bottom of said receiving apertures; elements of insulating material having flat faces and interengaging edges interposed between the respective flat faces of said supporting means and the sides of said apertures and between said rail and said supporting plate; and insulated securing means maintaining in assembled relation said several elements.

12. In a railway crossing having approach portions formed of two parts, said parts having lateral sides of flat faces and opposed projections forming a flat bottom; a rail and associated securing means positioned in said approach, said rail and associated securing means presenting flat faces to the sides and bottom of said approach, and flat elements of insulating material interposed between said walls and bottom and said rail and supporting means.

13. In a railway crossing having approach portions formed in two parts, said parts having lateral sides in the form of flat faces, and means associated therewith forming a flat bottom; a rail and associated securing means positioned in said approach, said rail and associated securing means presenting fiat surfaces to said lateral sides and bottom of said approach; and flat elements of insulating material having inter-engaging edges interposed between said walls and bottom and said rail and supporting means.

14:. In a railway crossing having approach portions formed in two parts, said parts havin g flat faces laterally bounding a rail receiving aperture and opposed portions formed integrally with the lower edges of said face members; a bed plate positioned on said opposed portions; a rail and associated securing and supporting means positioned in the aperture formed by said lateral sides and said bed plate; and flat elements of insulating material interposed between said rail and associated supporting means and said lateral walls and bed plate.

15. In a railway crossing having approach portions formed in two parts, said parts having flat faces laterally bounding a rail receiving aperture and opposed portions formed integrally with the lower edges of said face members; a bed plate positioned on said opposed portions; a rail and associated securing and supporting means positioned in the aperture formed by said lateral sides and said bed plate; and flat elements of insulating material having interengaging edges interposed between said rail and associated supporting means and said lateral walls and bed plate.

16. In a railway crossing having approach portions formed in two parts, said part-s having flat faces laterally bounding a rail receiving aperture and opposed portions formed integrally with the lower edges of said face members; a bed plate positioned on said opposed portions; a rail and associated securing and supporting means positioned in the aperture formed by said lateral sides and said bed plate; fiat elements of insulating material having interengaging edges interposed between said rail and associated supporting means and said lateral walls and bed plate; and means associated with the means bounding said rail receiving aperture securing said bed plate and said insulation material in assembled relation.

17. A railway crossing having an aperture formed in the approach thereof capable of receiving a rail and associated insulating means upon truly relative vertical movement thereof with respect to said approach, supporting means capable of axial insertion in said approach with said rail and insulating means therein, and means for securing in assembled relation said several elements.

18. A railway crossing having an aperture formed in the approach thereof capable of receiving a rail upon truly relative vertical movement thereof with respect to said approach, elements of insulating material insertable in said approach without the removal therefrom of said rail, and means securing said elements in assembled relation.

19. A railway crossing having an aperture formed in the approach thereof capable of receiving a rail and associated supporting means upon truly relative vertical movement thereof with respect to said approach, elements of insulating material insertable in said approach without the removal therefrom of said rail and supporting means, and means securing said. elements in assembled relation.

Signed by me, this 22 day of March, 1930.

STEPHEN W'. BALKWILL. 

